FOCUS on Industrial Archaeology No. 65, December 2005

 

SS Great Britain : Special "Re-launch" Preview

Heritage Lottery Fund Consultation

World War airfields' buildings listed

 

Meetings and Activities

June - Stoned in Dorset

July - Visit to Chase Mill and Hockley Mill

August - Williams Shipping

September - Amberley, a day out for all the family

October - The Port of Southampton, Past & Present

November - AGM and Photo Competition

 

Reports

AIA Conference 2005

The Industrial Archaeology Symposium 2005

Rescue & Restoration Section

Maritime News

Tram Restoration

Twyford Waterworks Trust

 

Miscellanea

 

 

SS Great Britain : Special "Re-launch" Preview 15th July 2005 by Roger Hedge

 

Wendy and I went specially to Bristol to see the SS Great Britain's hulk being towed into Bristol on 19th July 1970. Since then we have supported all endeavours to restore this grand and significant ship. As a result, we were invited to this preview, the day before the public re-opening of the site following the latest and most dramatic innovations and renovations.

For those who didn't hear about it, about three years ago the Project Trust had serious misgivings about how to stop the continued deterioration of the hull, due to accumulated salt and related corrosion products from its days foundering in the Falklands. Research suggested that only by encapsulating the hull in a low humidity environment could the future of the vessel be ensured.

A far-sighted plan was developed whereby a glass ceiling to the dry dock would allow the volume below to be dehumidified continuously, while providing a false "sea level" at the waterline. In fact, the water cover is a mere 50mm and this is already causing some problems with algae, though this will be resolved soon, no doubt.

Concomitantly, the plan envisaged the completion of the re-creation of the internal layout, extending from the existing First Class lounge and Dining Room to incorporate, the kitchen, store, cabins at all classes ... from first to steerage ... stowage and eventually a reproduction of the engine. This last proved to be one step too far at this stage and will be part of a follow-up programme already initiated. On top of this, the plan included using one of the dockside buildings as a modern and complete Museum and Education Centre.

This didn't come cheaply at nearly 7 million pounds. Happily the minor contributions from the many Friends, such as ourselves, were handsomely outdone by the Heritage Lottery Fund, giving the bulk, and many other bodies including the City of Bristol and the Dockyards Body.

The formal re-launch on the 16th July 2005 was the nearest date to the date of the return from the Falklands that fitted in with a weekend opening. It was a privilege to be able to see the achievements in relative peace and quiet, although the Cafe had already run out of most victuals by 2pm, the time of the Preview commencing!! Car Parking proved under-capacity also, with late-comers laying up wherever there was the slightest opportunity!

The day was cheerfully sunny and the gilt of the stern decorations almost blinded one on entry. We were all given a free "Passenger Ticket", in replica form, for a typical sailing. These usually come on paying the entry fee! This ticket can be stamped ... a bit like "clocking on" for those who know what that means!! ... at "time-stages" ... as one progresses through the Museum. Particularly aimed at school groups, it was said. Going through the Museum is the usual route to visiting the ship, though it won't surprise those who know me / us that we first went down under the "sea" to inspect the main technical features for saving the hull!

The relative humidity in the dry dock cavern and inside the hull is kept at 20%, about that in the Arizona Desert. There are two dehumidifying units, one inside the hull, the other in the dock space alongside the lift for the disabled. Waggishly, these are named Deep Thought and Deep Thought II. Two manifolds run along each side of the keel with discharge nozzles every few metres. There is also an overhead trunk running all around the dock below the glass ceiling

Even though the wall of the dock has been renovated, including the "steps" whereby past workers went up and down, there is still a steady seepage of water from the surrounding soil. To cope with this, every couple of metres a short length of plastic tube is inserted through the mortar. Each of these drips down into a copper manifold completely encircling the dock. This manifold empties under the stern into a gully running along under the keel, where the dehumidifying air can evaporate it.

The original caisson closing the seaward end of the dock has been renovated but is protected from collapse by a concrete dam on the river side and out of sight. Equally, it is no surprise that there are earthing rods from a myriad of lightning conductors buried into the dock floor at regular intervals.

The original design of propeller is installed on the ship but, in the Museum, one of the interactive displays allows the raising and lowering of a replica of the simple two-bladed replacement that was forced on Brunel. This all came about because the efficiency of his design meant the loading exceeded the materials capability of the day and the drive shaft kept shearing. The propeller was raised when under sail to reduce drag.

Returning to the normal entrance at the Museum, one cannot but be overwhelmed when confronted with a black and white grainy full screen film of the SSGB under sail and shipping water on its deck. Right alongside this entrance is the towering hulk of the vessel and conceptually it is a leap to consider the size of waves involved. Many of us remarked to each other that people of today could hardly face up to such rigours! The film includes shots of the sailors clawing their way along the yard arms in these same seas. Behind one, to the right, an altogether more romantic vision about the life and return of the ship is running in colour, provided by the BBC. It is a pity this video is not [yet?] on sale in the shop.

For those who recollect my item about Wessex Water returning a section of the funnel, after its use as a water strainer had ended, this is on display in the Museum.

The fitting out of the inside of the ship gives great insight into the contrast between luxury and the constraints of being in a ship. The near palatial splendour of the First Class daytime areas is set off against the near squalor of the cabin spaces ... even those familiar with the short box-like bed where one sleeps with one's knees up cannot but reflect on both the narrowness and shortness of the bunks, with about 2 feet at most between top and bottom bunks. It was weird seeing the model of a gentleman with top hat and tailored clothing sitting on a plush velour seat in the After Lounge while visualising the berth where he slept, carried out his toilet and kept those clothes ... it seems almost impossible. In some ways, though there was no private space, the steerage accommodation seemed more capacious ... with washing lines alongside row after row of bunk beds lined alongside the open passageways.

For us, the most compelling memory may be that as we collected our ticket at entry, who was there but the school guide, from twenty years ago, when Wendy and I used to help out with Wildground Junior School visits, every year in the 1980s.

For those who have never been or have not been recently, now is the time to get the most from seeing this progenitor of the steel ship revolution.

 

Heritage Lottery Fund:

Towards the end of November the National Lottery announced that there would be a public consultation on the future of the Heritage Lottery Fund, as the current plans expire in 2009. The public is being encouraged to suggest heritage projects which would benefit from lottery money. From 2009 it expects to have less to spend each year, partly because the 2012 London Olympics needs lottery funding.

Heritage Lottery Fund - our future funding

Until the end of February 2006 the Government is consulting on the size of the share heritage will receive in future (currently one-sixth of the funding for good causes). Their decision will be announced in summer 2006. A number of other factors will also have an impact on the amount we will be able to award in new grants during the lifetime of our next Strategic Plan 2008-2013:

But we are reaching the point where we cannot continue to over-commit. Throughout the next Strategic Plan period we will only be able to distribute the amount we receive in income each year - around £200m. We will still be by far the largest UK funder for heritage. But even if we retain our current share of good causes income, this drop in the amount we can distribute each year will mean extremely hard choices. What is more, as new audiences are brought into the heritage debate, the demand for funding to support the heritage legacy grows steadily. Our present share of funding has left vital tasks still undone: this fact must guide government thinking about the future allocation to heritage.

Our aims: We believe that our basic framework, developed over eleven years, and our unique mix of funding for both people and heritage, remains sound. We will therefore stick to our guiding principles as expressed in our three strategic aims:

A crucial moment for our heritage: HLF is beginning to consult on its next Strategic Plan. At the same time, the Government is asking for views on future shares of Lottery funding for heritage. If you care about heritage and want to safeguard future funding:

How to respond: Heritage is a huge asset in our national balance sheet - but it is often taken for granted. Without it, the UK would lose much of its distinctive identity and character. Our challenge now is to define how best to use our funding to have the greatest impact. With your help we can do that, and ensure that heritage continues to make a difference. Tell us what you think about what we have achieved, our future plans and what more we could do. Make your views on the future of funding for heritage known as part of the Government‘s consultation. Please respond by 28 February 2006. For further information, email future@hlf.org.uk or write to Anne Young, Heritage Lottery Fund, 7 Holbein Place, London SW1W 8NR. 

 

World war airfields' buildings listed

 

The only building to receive Grade I status is an underground bunker in the grounds of Hillingdon House (which still stands) at Uxbridge. This site was developed as a major armaments training school at the end of WW1. The bunker was built in 1938 and acted as HQ for the 11 Fighter Group during the Battle of Britain. Four hangars at Scampton, Lincs, from where 617 Squadron's Dambuster raids were launched, are also protected.

Locally, only Calshot is listed in Hampshire. Opened in 1913, it is the best preserved of a chain of contemporary seaplane bases with the surviving group of hangars of 1913 - 18 now listed Grade II*. Wiltshire is represented by Hullavington, Larkhill, Netheravon, Old Sarum and Upavon, also sharing Kemble with Gloucestershire. Larkhill is one of the two sites in Britain (the other is Eastchurch in Kent) where aircraft sheds built in association with the early pioneers of powered flight have survived. Hullavington, opened in 1937, still has most of the original buildings surviving and the flying field remains bounded by a group of hangars. Old Sarum is quoted as being the best-preserved flying field of the First World War period, bounded by one of the most complete suites of technical and hangar buildings of the period.

 

 

Meetings and Activities

 

Our June speaker was Dr Peter Stanier on 'Stoned in Dorset'. Not a talk on the drinking habits of the good people of Dorset, I hasten to add, but the stone quarries of Portland and the Isle of Purbeck. Peter is Editor of 'I.A News' and has published several books including 'Dorset in the Age of Steam'. His PhD was on 'Granite in the South West'.

 

Originally worked by the Romans and still quarried today - although Purbeck Stone is only quarried now for restoration works - the stone is of high quality and has always been very popular, being made famous by Sir Christopher Wren and in more recent times used by Anthony Gormley for his "Angel of the North" sculpture. Eddystone Lighthouse was constructed of Portland stone, as was the very fine Swansea Town Hall which was Peter's first slide of the evening. Equally famous is Purbeck marble, which is fresh water limestone, being used for decorative work especially in churches and cathedrals. It seems that all the famous Cathedrals have Purbeck marble including Salisbury, where the Purbeck marble effigies can be clearly seen. 

 

Peter's slides illustrated the two different types of quarrying in Dorset - inland and cliff. Although both were very labour intensive in the early days, cliff quarrying appears to have been the more laborious, as the stone had to be lowered into rowing boats then transferred to larger boats and taken around the coast to Swanage or Poole. There is still evidence all along the Dorset Coast of early quarrying, including quarrymen's shelters in the side of the cliffs. Most are fenced off now as deemed too dangerous to wander around. Just as interesting are the inland quarries and one of them, Tout Quarry, contains a decorative dry stone arch (1854) which had a track running underneath and one along its top, the latter being used to transport waste to the sea and the former to transport the stone out of the quarry. Thanks to Peter's knowledge and enthusiasm for his subject, we had a very entertaining evening on the subject of Purbeck and Portland stone quarries.

 

We were outside for July's meeting visiting two Mills - Chase Mill at Bishops Waltham and Hockley Mill near Winchester. On arriving at Chase we were met by John, Ruth & Mick who were on hand to show us around and answer any questions. Chase Mill is attached to the owner's house which is rather splendid, and we were informed that, hopefully, milling at Chase would commence in September 2005. Our second Mill visit of the evening was Hockley Mill near Winchester. Quite different from Chase insomuch that the site has been redeveloped into four separate dwellings, but with a proviso, as part of the Planning Permission,  that the Mill is kept in good repair and working order by the developer. This is not as onerous as it sounds, because the members of HMG give their services and expertise free of charge. Although not a very warm evening, it was dry and bright, enabling us to enjoy the idyllic settings of both Mills, especially Hockley which is situated along side the River Itchen. 

 

Unfortunately, I was unable to attend August's meeting on 'Williams Shipping' by Colin Williams, but Nigel Smith has supplied an account on what sounded like a very interesting evening.

 

While all of our lectures have been enjoyable, there is always the odd one or two which can be regarded as exceptional, and our August talk given by Colin Williams about the history of Williams Shipping falls into this category. Colin charted the rise of what started as a one-man business using a small second-hand sailing vessel, into what has become today a modern, multi-faceted transport company which is still based in Southampton and run by descendant family members.

 

It all started in 1894 when George Williams bought the sailing barge Spec at Portsmouth and sailed back in the middle of winter to the base at Ashlett Creek, Fawley. Over the years the founder slowly grew the business of moving a range of dry cargoes up and down Southampton Water and the Solent. After the last war the firm was based at Town Quay and, as well as cargo, moved into provisioning and crew changes for large vessels around the docks and especially the Fawley Oil Terminal.

 

In the later years of the last century, the company moved from second-hand vessels to new-build for its range of launches, work boats and coastal tugs. Williams has also moved into the land transport business and its fleet of HGV semi trailers is a familiar sight around the local area. Colin related the story with the passion and humour that comes with being in charge of a thriving family concern still very connected to its roots, but always looking forward to the future.

 

Our September speaker was Brian Thomas on 'Amberley: a day out for all the family'. In 2004 Amberley celebrated its 25th anniversary as a working museum, but this only represents a small part of the site‘s history. The site itself goes back to over 150 years. The early Victorians developed the site to quarry chalk which was converted in kilns to produce lime, a key building material for mortar and cement. Developed around 1840, the quarries were originally home to several lime producers but, by 1876, John and Thomas Cunningham Pepper had bought out all the other producers on the site developing their business to include the manufacture and distribution of building materials which continued until 1969. During the first half of the 20th Century, the site flourished owing to Government subsidy for the use of lime on agricultural land.

 

Amberley Working Museum, covering about 36 acres, is now dedicated to the industrial heritage of the South East of England. The museum holds a wide range of exhibits ranging from transport, such as the South Downs Bus collection, a narrow gauge railway, steam road vehicles and a cycle exhibition, to industry based exhibits, such as a print workshop, a wheelwrights and masses of traditional tools from all sorts of trades. The museum is also home to a number of resident craftspeople including a potter, a blacksmith, a broom maker, a clay pipe maker and various others depicted in Brian's excellent slides. Open all year round, Amberley has something for everyone including an education section as well as fun things like Santa 2005, a woodland trail, railway station, bus depot, and a recently opened 96 seater restaurant which can be hired separately for functions. I am sure most of our members have already visited the site but, if not, its only over in West Sussex and from Brian‘s talk, certainly lives up to its claim of "a day out for all the family". 

 

Our October speaker was Ron Hancock, Maritime Administration Officer, on 'The Port of Southampton, Past & Present'. Ron joined the Dock's Board, as it was then, in 1971 and has been there ever since. In those days it employed about 5,500 people and now about 220. ABP was privatised in 1982, and both Ron's father and grandfather had worked in the Docks. The first Port Authority to provide a container port in 1966, it has gone from strength to strength and is now listed among the top 100 companies on the London Stock Exchange and, in recent years, has spent about £60m on deepening the navigation channels to enable the largest container ships to call at Southampton. Although this is sufficient at present, Ron told us that container ships are set to get even bigger in the future, especially with global enterprise and the burgeoning Chinese market. The vehicle market has increased enormously over the years with car-carrying ships able to hold about 5,500 vehicles, and we now export Japanese cars made here to Japan!

 

Along with very interesting slides to illustrate his talk, Ron explained the difficulties of ensuring that commercial and pleasure craft could equally be accommodated safely in the Solent. A captain on the bridge of a container ship has limited visibility, and cannot see the top of a yacht mast unless it is half a mile away, so it is down to the yacht to get out of the way of a container ship, not the other way round. Fortunately Ron said that 95% of all yachtsmen were well behaved. A slide taken during Cowes week helped to illustrate how congested the Solent could be. Amongst Ron's other slides were ones of cruise ships including the QM2 arriving in Southampton on Boxing Day 2003 during a force 10 storm. To end his talk, Ron explained to us the role of the pilots in getting these enormous vessels into port. If a ship is more than 60,000 tons two pilots are required and, apparently, a pilot is never in command of a ship, only the captain is, but the pilot is in charge. It was also good to hear that there is a female pilot amongst them. From Ron's talk we learnt that ABP Southampton has facilities available to handle virtually any type of cargo, and is one of the country's busiest and most successful deep water ports. Because of its natural deep water harbour, and unique double tide, it allows unrestricted access to the world‘s largest vessels. 

 

It was AGM time in November followed by a slide and photo competition. Once again the Smiths (neither Angela nor Nigel could remember who actually took the picture) won for their entry of an atmospheric shot of a steam locomotive at Mount Washington Cog Railway. The winning photograph was taken by Alan Howarth of Houghton Mill in Cambridgeshire.

 

 

Hampshire Record Office deposit - Roger Hedge

Many of you will be aware of my association with Butser Ancient Farm. I have recently completed an archive relating to its origins and history, now deposited at the Record Office. This led me to reflect on the history of SUIAG and HIAS. As a result, I have deposited my copy of "History of SUIAG" and Laurie Wing's own and "reconstructed" Tour Guides, both because they are not generally available (as private publications) and because they explain the links between SUIAG and HIAS and give an insight into the Society's evolution. I only had 1975, 1979, 1981 and 1983 of the "reconstructed series" of Tour Records. I deposited Laurie's own tours of 1996-8 as well. Should anyone wish to consult the archive, the Accession Number is 92A05D1. The address is Hampshire Record Office, Sussex Street, Winchester, SO23 8TH.

The Record Office will consider accepting any other similar material that members may be prepared to deposit. Ownership is retained by the depositer so that such material can be reclaimed, if suddenly required, although it can be researched at any time at the Office.

Roger Hedge has been appointed by the Committee to collect and collate material for deposit.

 

 

Regent‘s Canal Walk - Saturday 25th March 2006

Gerald Davies will lead a towpath walk along that part of the Regent's Canal from Camden Locks towards the Limehouse Basin (about 6 miles in all). A visit will be made en route to the London Canal Museum. While much of the property adjoining the Canal has been developed in recent years, many features of IA significance remain, but possibly not for much longer, so take the opportunity to see what is still there and enjoy a very interesting walk.

Those interested should contact Gerald on 01730 263240 or see him at HIAS meetings for further details.

 

 

Reports

 

 

AIA Conference 2005 - Rodney Hall

 

2nd to 8th September 2005                                                                                                           

The area for this year's AIA conference was Derbyshire (excluding the 'Dark Peak'), but it was based at the University of Nottingham. This was a bit confusing, but fortunately the two county towns are only a dozen miles apart. The format followed that which has become established over a number of years, of a seminar during  Friday; the conference over the weekend, and field trips Monday to Thursday.

 

A large part of Derbyshire being in the Peak District National Park, the theme of the Friday seminar was 'IA in the National Parks'. Speakers were present from most of the National Parks in England and Wales. From the contributions it is evident that a lot is going on and it is intended that the proceedings will be published in the Summer 2006 issue of 'Industrial Archaeology Review'.

 

A review of the industries of Derbyshire started the conference proceedings. The varied geology of the county has greatly contributed to the wide range of industries that have been, and still are, present in the county. As might be expected, the extractive industries are prominent but many of them, such as lead and coal mining, are now defunct. However, quarrying is still active for aggregates and cement. The significance of the county's transport and textile industries are well known but there was, of course, a host of smaller industries, some still extant.

 

The extractive industries formed the subject of one of the other talks about the area, concentrating on quarrying for stone, especially limestone. The Derwent Valley mills constituting the World Heritage Site were another subject and a close look at one of the mill sites in the City of Derby was made. Finally a thought-provoking view of IA in Britain - there is still much basic IA to do, but which direction does IA take in the future. After the conference, evening talks on the field trip days included Derbyshire lead mining, coalfield housing, and the pottery industry.

 

Presentations were given by two of the AIA award winners. The Norfolk IA Society recorded the Thermos (vacuum flask) plant at Thetford before closure and production transferred to China, for the Initiative Award. A team from Birkbeck College (with GLIAS help) were joint winners of the student award for their recording of the steam engine still in situ at Wrotham Park near Enfield.

 

Some recent happenings within English Heritage are a further restructuring of the organisation. Work has been ongoing for 3 sites for World Heritage nomination (GWR Paddington to Bristol, Manchester Transport & Mills and Chatham Dockyard). Ditherington flax mill has been purchased by EH, so there might be some restoration/re-use soon on this very important, long empty, building. EH has taken over the designation of sites ('listing') from the DCMS. New legislation on the Heritage Protection Programme is expected to take about 4 years to enact. Programmes are ongoing looking at breweries and the nuclear power industry.

 

The decisions on which field trips to go on was even more difficult than usual, except for the last day when there was only "Hobson‘s" choice. On the Saturday and the Sunday afternoons fairly local trips were made with three options, (the mornings being spent in the lecture theatre) while on the remaining days two different trips were run. A résumé of each trip follows giving an idea of the varied nature of the IA sites visited.

 

The Swadlingcote area south of the River Trent was a major pottery and sanitary ware producer, using the locally mined coal and clay. At one time there was a landscape of vast pit, tall chimneys and pottery kilns, but large-scale reclamation and demolition has left open areas with half a dozen bottle kilns and a few chimneys. No coal, no heavy ceramics, just a pottery or two. Belper was where Jedidiah Strutt's originally water-powered 1803/4 'fire-proof' North Mill and the 1912 'Lancashire design' East Mill provided a great contrast in mill architecture. Housing built for the mill workers nearby is instructive for social attitudes of the early 19th century. The two preserved Morley Park blast furnaces of 1818/25 which used local coal and ironstone kept going until the 1870s. Also included on this trip was a visit to the restored Heage tower windmill which last year recommenced grinding grain. Built in the 1790s, it was derelict by the mid 1960s, when it was acquired by Derbyshire County Council which partially restored the mill. Struck by lightning in 1995, followed shortly after by the formation of a volunteer group, the raising funds and full restoration has followed. The adjacent drying kiln deteriorated to just a shell and has been restored as a visitor centre.

 

The Midland Railway was formed by the merger of three railway companies which met at Derby and the town became the centre and headquarters of the combined company. Many buildings from company days, including workshops and offices, workers' housing and the first roundhouse type locomotive shed, survive from the constituent companies. Later locomotive works buildings still exist along with Midland Railway offices, the institute, hotel and locomotivemen's lodging house. The station was damaged in the war and most of the original building demolished in 1985. Buildings from the LMS School of Transport and the Railway Research Centre remain on London Road. Not in the itinerary was the still-operating carriage works in Litchurch Lane, which is now the only railway works in the country equipped to manufacture new rolling stock on a large scale. Apart from the ornate cast iron bridge over Friargate, little remains of the Great Northern Railway's incursion into Derby.

 

Nineteenth Century growth of Long Eaton was largely due to a spill over the county boundary of the Nottingham lace industry. Unlike the cotton industry, the lace mill operated on the 'room and power' principle whereby the owners of the mill provided a central power source (steam engine, later electricity) and rented out space (and power) to small lace-making businesses. Mills still dominate some areas of the town. The Derby to London railway line opened in 1840 and, where it crossed the Erewash Canal near Long Eaton, a canal basin was built where coke for locomotives was transferred from canal boats to railway wagons. Traffic declined as railways extended into the coalfields and the site was used to manufacture and repair all those tarpaulins used to cover goods in open wagons. The buildings today are in multiple occupation. Shardlow is a canal settlement near the River Trent where goods were stored and transferred from narrow canal boats to wide river boats. Many of the warehouses and canal infrastructure still exist.

 

Darley Abbey cotton mills were built between 1788 and around 1825, the early ones of 'fire proof' construction. Standing on the River Derwent, they were water powered (4 wheels producing l00hp) until a steam engine was installed in 1896. Cotton thread production ceased in 1970 and the site is now in multiple occupation. Housing, a school and church, provided by the mill owners, though not as the usual planned settlement, are still in use nearby. A short trip into Derby saw the early 19th century Rykneild Mills complex. Built between 1810 and 1845 with a mixture of 'fire proof' and traditional construction, the mills were initially used for cotton thread production, later concentrating on narrow fabrics and tapes. The mills closed in 1999 and were in the process of being converted to residential units. Unfortunately there was no access to the interior of any of the mills visited.

 

The Lead Mines tour started at the Peak District Mining Museum at Matlock Bath. While half of the party roamed this wide ranging (on Peak district mining) museum the other half were given a guided tour of the nearby (short walk) small Temple lead mine. Both attractions are open to the public (the mine with restricted opening) and run by the Peak District Mines Historical Society. With no set lunch, Matlock Bath could briefly be explored. The misty day was very evident at the visit to Magpie Mine. This site is probably the best site nationally for remains of the lead mining industry, with features from 17th to 20th century including 2 engine houses (one Cornish type) headstocks, winder, powder house and agent‘s (manager's) cottage. Again run by the PDMHS, the cottage is now a field centre.

 

A journey north followed, to the hamlet of Windmill near Peak Forest (No, HMG! There once was„ a post mill, but nothing now remains). A halfmile walk along a narrow farm road gave access to an archaeological dig. The first record of mining on the High Rake lead vein is 1577. Visible remains date from a costly working from the 1830s to 1850s, the buildings stood until the 1920s when they were demolished to ground level, the stone going to build council houses. Excavation by PDMHS volunteers started in 2000 and the foundations of the pumping engine and winding engine houses, with boiler houses, have been unearthed and partly consolidated. The major feature is a very deep pit for the Sims compound pumping engine. A visit was made to Stone Edge, not far from Chesterfield, to see the oldest remaining square chimney in the district.

 

Caudwell's Mill at Rowsley stands on an ancient water-powered site but the present building dates from 1874, housing a flour mill and a provender mill. Initially provided with millstones driven by two waterwheels, 10 years later roller mills were installed in the flour mill. Driven by the waterwheel, roller milling was not very successful, so a turbine soon replaced one waterwheel. The other waterwheel was replaced in 1898 and today drives a generator for lighting the mill. The equipment has been updated over the years, until commercial milling ceased in 1978. A charitable trust now runs the mill. Wholemeal flour has been milled in the past but is no longer produced. The (modern) chimney of Hope Cement works can be seen from many places nearby. Adjacent to both limestone and shale deposits required for cement making, this is an ideal location. Work on building the plant was started in 1929. First using the wet cement-making process, the works has installed new processes to keep up-to-date. Some of the production still leaves the works by rail. Both trips ended the day at The National Tramway Museum where a tour of the site plus the archive store was on offer, finishing with an excellent evening meal in the restaurant.

 

Cromford and Matlock or stone quarrying were the options on Tuesday. Richard Arkwright's ground-breaking water powered cotton spinning mill of 1771 is well known from literature on the 'Industrial Revolution'. Over the years more mills were built on the site, surrounding the original mill. Latterly used as a colour works, the Arkwright Society purchased the mill complex in 1979 and has been gradually restoring the buildings ever since. Re-use of buildings includes a restaurant, shops, meeting and exhibition rooms. Work has recently concentrated on Arkwright's first mill, a part of which had become dangerous to work on but has now been stabilised. Restoration will also remove a reinforced concrete floor inserted after a fire in 1929. A guided tour of the site and talks on the strategy in bringing the mills back into use and the issues and solutions in repairing and reinstating the Grade I listed cast iron aqueduct over the road outside which was demolished a few years ago by an over-high lorry.

 

A further choice of tour then had to made. One party toured the nearby Masson Mill, a mill built initially by Arkwright in 1883, building on his success with Cromford and with a much greater water-power source, later extended and steam power introduced in 1900 to supplement waterpower, by now turbines. Recently extensively repaired and restored and houses a museum and a retail village. The other party toured the Lumsden Valley, one of the best examples of a water-powered industrial archaeological sites in Britain. A series of mills along the valley had various uses besides cotton spinning, including bleaching, and grinding corn, bone and materials for paint. The last ceased production in the l930s.

 

The National Stone Centre aims to illustrate the use of stone as a building material and as a raw material for many products including chemicals. Within the site are a number of former stone quarries and a Millennium project has produced a wall that shows 20 different regional types of dry-stone walling. All seen on a tour of the site. There is also an exhibition of stone but it seems there is a long way to go before the centre gives adequate coverage to all types of stone and the uses. A coach tour of the area followed, passing the sites of many disused stone quarries in the area, while a short walk from the coach to the edge of a working quarry enabled an appreciation of the great size of contemporary quarries working for stone.

 

The Cromford and High Peak Railway, opened in 1831, was built to link two canals and transport limestone from quarries along its route. Parts survived in operation until 1967. Large changes in height were accomplished by inclines and the winding engine at Middleton Top is the sole survivor of 8 engines. It ran until 1963 and has been restored with a short length of cable to illustrate the working of the incline. Workshops were constructed at the end of C&HPR adjoining the Cromford Canal. These still exist and contain a range of (not original) machinery and some of the rails the C&HPR originally used. Nearby is the transhipment shed, now a field study centre and not accessible. Water supply became a problem for the Cromford Canal, the original mine drainage supply drying up as lead mining progressed after the canal was opened. A beam engine and boiler house was thus built in 1849 to pump water from the River Derwent where the canal crossed the river on an aqueduct. In use until 1948, the engine has been restored and is sometimes run using one of the locomotive boilers installed in 1904. The venturi, to improve the draft on the boiler, makes the chimney distinctive.

 

A remarkable coal mining site to survive the 'scorched earth' policy of the National Coal Board is Pleasley Pit. In 1986, with the roof covering the still extant winding engines in the process of removal, a spot listing halted further demolition work and the site was scheduled as an ancient monument in 1996. A volunteer preservation group, formed in 1995, has worked since to conserve the site. A roof, although not in keeping with the rest of the building, has been put back over the winding engines, one engine has been restored, which is turned by an electric motor, and an investigation is underway on the other winding engine. The two steel headstocks are still in situ although partly encased in concrete in 1976 due to rusting and one of the chimneys stands. Much has been achieved, but much is still to do. New Bolsover 'model' village was built to house colliery workers in the l890s and largely survives, the orphanage now being the community centre. The present Clayton's tannery in Chesterfield was opened on 1875. Still in use producing high quality leather, some, but not all, by traditional methods with lime and tanning pits. Water buffalo skins are now the normal raw material. A niche market of high quality leather good, horse harness and cricket balls etc. is supplied. Clayton's produced the leather for the 1976/77 Bredan Voyage. A bank of scheduled beehive coke ovens built by the Summerley Colliery company at Unstone are now within a copse and English Heritage has had to do some propping up of the chambers. In use, the ovens would be rebuilt every so often so deterioration is expected.

 

From its position, the town of Ilkeston might be expected to be a colliery settlement: however it was built on textiles and a walk around saw three surviving textile sites and several railway remains. The Midland Railway Centre was a Derby Museum project in 1970 to recreate the atmosphere of the old Midland Railway. The centre has grown over the 35 years on the site of former BR and Butterley Company lines and colliery tips and to include some small colliery buildings. Butterley Company housing of 1790 in the Golden Valley and of 1834-1860s at Ironville �model village‘ make interesting comparisons. These are ironworkers‘ housing rather than colliery houses.

 

No choice on the last day. Limestone quarrying at Ticknell is referred to in 1462 and greatly expanded at the end of the 18th century when a tramway to the Ashby canal was constructed. The workings and limekilns in the grounds of Calke Abbey are now much overgrown but the tramway can be followed including the tunnel under the main driveway to the Abbey. No longer, of course, making cars, Rolls-Royce is still very active in Derby, manufacturing engines for aircraft. The Rolls-Royce Heritage Trust has gathered together and preserved records and engines made by Rolls-Royce and merged companies from early aero-engines to the present day. Some of the engines are restored and displayed in the new multi-million pound Learning and Development Centre, with a workshop and 'reserve' collection in a former Corporation Tramways building on another site. Both sites were visited, and more time could have been spent exploring the many engines and other memorabilia, as received (often damaged - some engines obviously had been flown into the ground) and in various stages of restoration. As a finale, the splendid RAF memorial window in the old headquarters building was viewed.

 

In all, a wide-ranging and fascinating conference as usual. Next year the Conference is at Douglas on the Isle of Man from September 8th to 13th 2006.

 

 

The Industrial Archaeology Symposium 2005 - Mary Yoward

 

Once again this well-attended symposium was held in the Wharf Theatre beside the canal at Devizes. The topics covered were all of interest and began with a very good explanation of the use and present condition of the Claverton Pumping Station which older members of HIAS may remember visiting more years ago than I care to remember! Then, the very large wheel was worked for us and we saw the water pumped up into the Kennet & Avon Canal. It is hoped that the ongoing restoration will enable that to happen again, but at the moment there is still much repair work necessary before it can. Congratulations to all those who have undertaken that task.

 

After coffee, we were taken underground mentally with Lynn Willis to the stone mines below Combe Down at Bath. Ralph Allen owned a large area here and, having had experience of mining in the north of England, found the stone here badly jointed and thus easier extract. We were shown again that marvellous picture of Allen‘s railway which carried the stone to the River Avon, where this was obviously a tourist attraction with ladies and gentlemen walking alongside side the track - where was the Health and Safety? Underground, the mines are very confusing, with many cranes and much support for the roofs. Much of these mines are being filled in to stabilise the ground above, but one wonders whether the people living in the houses built since the mine closed in 1908 have any idea what is - or rather, is not! - beneath them.

 

Then we were taken to some of the lost ports of the lower Bristol Channel - we hope that the upper part will be covered at the next Symposium! Again, older members will remember visiting Lydney many years ago. This has now completely changed and been gentrified with development. No longer is it the port for the Forest of Dean coal or the local bricks, nor do the trows call there. These boats with their flattish bottoms used to travel mainly with the tide and many met with a somewhat ignominious end being sunk to provide protection for the banks of the Gloucester and Sharpness Canal alongside the river from the great tidal forces in that area. Weston-super-Mare and Burnham on Sea no longer have trading ships using their 48ft tides, nor does Burnham have the visitors who came on the Somerset & Dorset Railway - I remember Sunday School treats on the mud there! The Floating Harbour at Bridgewater is in a rather bad state while there are arguments as to its development, while Porlock Weir has become a marina, as is the land where Portishead power station stood until a few years ago. Watchet and Minehead no longer export the limestone from the surrounding hills for the acid soils of the area or the iron in exchange for coal from South Wales, but a paper mill is growing and developing in the area, providing employment.

 

After lunch, the talk was about Wiltshire Workhouses - the one at Kington St Michael in the county is the first recorded in the country, being started in 1221 but, by the 17th century, they were in many areas. After Knatchbull's Act of 1723, paupers had to go into the workhouse instead of staying in their own homes being paid outdoor relief. Within the next 10 years, about 300 houses had been established over the country and, by 1800, there were over 1800. They were not pleasant places - husbands, wives and families were separated and the conditions and food were very basic. The new Poor Law in 1834 resulted in about twenty parishes banding together with one 'Union' between them, very often built like a prison with three protruding wings from a central area. The chief occupation was picking oakum - unravelling old rope to make fibres for calking barrels and ships - an unpleasant job and very hard on the fingers. There was a certain amount of medical care, leading to first the National Health Insurance system and then to the NHS. but the 1st of April 1930 brought the end of the workhouses, encouraging relief at home again. with hospitals for the sick.

 

The last talk was by John Willows from Sutton Poyntz Water Supply Museum - again the site of an early visit by HIAS. The museum has grown considerably since then, but the funnel of the 'Great Eastern' has now gone to the Industrial Museum at Bristol - a much more fitting resting place than having 2025 holes bored in it to use as a strainer in a reservoir! The ship‘s engine had exploded off Dungeness and she was brought to Portland, which is how the funnel became available. But to the Waterworks themselves - springs rise in the hills to the north of Weymouth Bay and in 1790, the Weymouth Waterworks Company was founded to supply the whole of the developing area, including Melcome Regis which the King favoured. Steam engines were later installed to pump the water and the 1857 turbine has been restored and is now classified as an Industrial Ancient Monument. Expansion was needed as the population grew and new steam engines were installed in 1869 and 1882 while, in 1899, the twin cylinder pump system brought the total engines to six. When electricity was available, its power was only needed in the pump room, so all the engines became redundant The River Jordan, flowing from the springs, now acts as an overflow channel, having had several mills on its route, including one on the site of the waterworks. An archaeological dig in 1993 revealed evidence of Neolithic occupation and also the dam of 1314, with a manor house, ponds, etc. This Museum is always worth a visit and it is not really far away!

 

And so ended an instructive and pleasant day - not the least part of which was seeing old friends again. From there, we went to the Trafalgar celebrations at Crux Easton village the next day - motor caravans are extremely useful!

 

 

HIAS Rescue & Restoration Section - Nigel Smith

 

Work continues on a more or less regular basis at the Timsbury water wheel. The most recent tasks include building and installing a new sluice gate to raise the water level when the wheel is in use. Further adjustments still need to be made to the wheel before it can be said to be in its final position, then the oak starts and paddles have to be made and installed. There is still much to do before it can be used to drive a fountain in a small lake adjacent to the river channel.

 

On November 14th we had our final working party this year to clear the tail race at Longbridge Mill, Sherfield-on-Loddon. HMG/Heavy Gang members have been clearing weed and silt from the channel, which is about 250 yards long, and the aim was to widen the water course by up to a metre. This has made a substantial improvement to the movement of the wheel which now turns freely (off-load) without the need to drop the sluices. HMG mills at Longbridge on the 4th Saturday of each month, so why not enjoy a meal at the restaurant and watch flour being milled by well-known characters.

 

Hockley Mill received a spruce-up prior to the National Heritage Weekend on September 10/11 and was subsequently enjoyed by a good number of visitors. Chase Mill was open on the Sunday. Regular weekday parties are now working at Chase Mill to dismantle and clean the machinery.

 

Finally, work is due to start soon replacing the rusted buckets and rotted starts on the wheel at Headley Mill near Bordon. HMG/Heavy Gang members are tasked with renovating the wheel and its bearings so that milling can commence again. Other sites that are due future working parties include Chesapeake Mill and Botley Mill, in addition to remaining works at those sites already mentioned.

 

Much work for very few hands. New volunteers are always welcome ™ see John Silman or Mick Edgeworth.

 

 

Maritime Projects - Jeff Pain

S.S. Shieldhall   (www.ss-shieldhall.co.uk)

She has had a very busy season as, along with her usual trips to Weymouth and Cowes fireworks etc, this year, 2005, was her 50th anniversary which was commemorated by a re-dedication ceremony on June 11th followed by a short cruise and a dinner. Also, partly in recognition of this milestone, she was invited to the Clyde (her birthplace) by the City of Glasgow to participate in the 'Clyde River Festival'. Leaving Southampton on 11th July, she arrived at Greenock on 14th, having steamed 566.3 miles, from where she made several cruises both chartered and public. On the 21st she made her way up the Clyde to Glasgow where, in two days, some 5000 people visited. She left Glasgow on 25th July and returned to Greenock for her final excursion, then off to Southampton on the 28th arriving on Sunday 31st. Also there were several special events starting with the Spithead Fleet Review, the International Festival of the Sea at Portsmouth and Trafalgar 200 celebrations. All in all, a very busy year. New crew members and working volunteers are desperately wanted. The 2006 sailings will commence in mid-May, and early bookings are recommended for some of the more popular cruises.

 

"The Shieldhall Story: The first 50 years"

Graham Mackenzie has written Shieldhall's story in an A4 hardback book to commemorate the vessel's Golden Anniversary. There are nearly 100 pages of text and photographs, the majority in colour. SUIAG merits a mention from the early days of preservation when many of us volunteered for watchkeeping duties. The book is available on board at £16.50 or £20.50 by post.

To order direct, send a cheque for £20.50, payable to "G K Mackenzie", to

54 Old Kennels Lane, Oliver's Battery, Winchester, Hampshire, SO22 4JS

All profits go to 'Shieldhall'.

 

Former Hythe ferry in Glasgow

Whilst the 'Shieldhall' was berthed at Greenock during her visit to the Clyde, one of the crew spotted a vaguely familiar passenger ferryboat plying a route across the estuary from Gourock to Kilcreggan. Named the 'Kenilworth', this 54gt vessel was formerly the 'Hotspur II' which operated on the Hythe-Southampton route from 1936 to 1978. The current 'Hotspur IV', itself a veteran of 59 years (built in 1946 and named on December 10th), was built at the same yard in Essex - Rowhedge Ironworks Co Ltd. Hotspur II was sold to the Clyde Marine Motoring Company for £27,000, arrived at Greenock during March 1979 and put into service on April 2nd.

(Information taken from 'Hythe Pier and Ferry - a history' by Alan Titheridge, published 1981.)

 

Tug/Tender Calshot (www.tugtendercalshot.co.uk)

The management have been busy preparing documentation for an HLF grant. They have had assistance by volunteers from the 17th Port Regiment at Marchwood on various jobs including external plating above water line, also they hope to fit the full height funnel and the mast which will restore her original appearance. For the time being her position at 42 berth would seem to be secure.

 

Final vessels from the Dunkirk Little Ships Restoration Trust and British Military Powerboat Trust were moved to temporary storage from the former Husband‘s Shipyard at Marchwood by the end of September, and the buildings were  demolished by early November.

 

Medway Queen: A bit further afield, in Kent, the MQPS has received a £35,900 Project Planning Grant from the HLF and consultants are now putting together for a £2m grant from the HLF for the restoration of the structure of the paddle steamer. The vessel has been surveyed and then options on how it will be restored, etc, will be presented.

 

                                                                                               

Tram 57 Project - Angela and Nigel Smith

 

Tram 57 Project members are still continuing to concentrate on efforts to find alternative accommodation for the restoration of trams Nos. 11 and 38. We have explored various local sites in the 'greater Southampton' area and negotiations with some of these are ongoing but, to be realistic, there is no sign of light at the end of the tunnel just yet.

 

Car 57 remains in the county museum store at Chilcomb and the other cars are stored in the city. We will continue to collect other artefacts associated with the history of tramway operation in Southampton consistent with providing a fully comprehensive archive of this aspect of Southampton's history, so that it can be told one day for the benefit of future generations.

 

We have the continued support of the Southampton Heritage Federation in our dealings with the city and other organisations and, in parallel with this, the City Heritage department is developing a Stage 1 HLF bid as part of the essential funding process. The only realistic hope for any further progress is via a successful application for external funding to kick start the restoration process and develop options for the longer term display and operation of the cars in such a way as to be accessible to the public.

 

In the last edition of 'Focus' there was a photo of a large brass plate with the inscription 'Southampton Corporation Tramways - General Office', and a mysterious STRAND on part of a cut-off corner, which we had assumed meant that there was an office in Strand off East Street. Checking through many years of 'Kelly's Directories' from the early 1900s brought no light on the subject. Then, just by chance, Bill White spotted another brass plate which was being cleaned up by the Bitterne Local History Society, and in one corner was the inscription LUCAS 3 STRAND. So he checked 'Kelly's' and found that there was an engraver named Frank Lucas who was at that address. Problem solved. Thanks Bill. The tramways company changed its name to Southampton Corporation Transport in the 1930s, so our SCT plate could have been replaced pre-war and found its way to the workshop where bits of it were cut out for various uses. We'll have to carry out some research to find out if the General Office was at Portswood or Above Bar (the latter office was totally destroyed in an air raid). Unless someone already knows?

 

 

Southampton Docks Simplex locomotive - Nigel Smith

Further to the report in the June edition of 'Focus', negotiations to purchase the loco broke down as the scrap man had apparently sold it to another bidder without our knowledge. As a substantial part of the purchase price had already been paid, the matter was put in the hands of the police, but there was insufficient evidence for us to obtain redress. The good news is that we are in contact with the new owner who is a member of the Industrial Railway Society and who lives locally, so we know it is in good hands and will be restored in due course.

 

Twyford Waterworks Trust                      Ian Harden

The generally upbeat tone described in the June edition of 'Focus' has continued through the summer operating season with progress made in most areas. Open days in some cases exceeded all expectations and only the October event failed to trouble the treasurer as much as we would have liked. Of particular note were the Organ and Motorcycle days in June and September respectively. The Southern Counties Organ Festival drew an above average attendance and an increased number of instruments are promised for next year. The Motorcycle day attracted more participants than last year's inaugural event on the charity run and these were joined by an impressive display of more venerable machines including a group of Douglas Dragonflies. Star of the show, though, was a highly unusual Austin Brough Four tricycle, one of only ten produced and seven surviving.

Planning permission was granted in August for various future works comprising a fuel store and shed plus a room for a steam generating plant, a sales kiosk, the erection of an engine shed adjacent to the Lime Kilns and the extension of the industrial tramway. These come with the expected provisos to ensure they remain in keeping with the past and present character of the site. Due respect will also be given to any work that may impact on elements of a wildlife management plan that is being formulated over the medium term.

During 2005, the Trust has benefited from a considerable amount of press coverage. The 'Hampshire Chronicle' printed several photo spreads in the summer and spin-off articles appeared in associated publications. The railway has featured in various heritage magazines, most notably 'Old Glory', 'Railway Magazine' and 'Heritage Railway'. The 'World's Fair' also placed an article in the spring.

The sales kiosk referred to earlier is a relatively recent development and stems from being declared surplus to requirements at its present location in Jewry Street, Winchester where it has variously served as a bus shelter, florist's shop and a hairdresser's. It is expected to be removed by Christmas and reassembled just inside the main gate of the waterworks adjacent to the Transfer House, whereupon the temporary shed will be removed. Nearby, a workshop container promised by Southern Water has finally been installed near the corner of the Diesel House and an electricity supply connected.

Steve Wedge has stepped down as chairman of the Trust after a highly eventful period in office. His contribution has been immense during what has been a very difficult time and great credit is due to him for this. A successor has been nominated and ratification of same is proceeding.

Most recently in early November, work on the second phase of permanently sealing in the small amounts of asbestos in the boiler began and further environmental tests undertaken. Dependant on the outcome, a decision is anticipated by Christmas as to whether the single Babcock boiler can be returned to steam and during what timescale. The most favourable scenario would see the need for a steam package boiler significantly reduced and "natural" steam reintroduced sooner rather than later. It is no exaggeration to say that the outcome carries with it the hopes and future aspirations of the Trust for several years to come.

Finally, shortly after this report is published, Twyford will be hosting another first time event, 'Wassailing at the Waterworks', featuring the Belgarum Brass from University College, Winchester. This will take place at 4.30pm on Sunday 11th December and follows on from a tree planting ceremony to honour the contribution of Dr. Edwin Course to the Trust over several decades. All are welcome to attend.

                                                    

Miscellanea

 

Letter from Keith Lloyd

The following may amuse (or horrify?) Focus readers.

From the Minutes of Proceedings, Institution of Civil Engineers, January 14, 1879, William Furniss Potter, in an article "Railway work in Japan" about the construction of the Osaka - Kyoto section of line, mentions steamers on Lake Biwa.

"Many small steamers already ply on the lake, but travelling in them is rather nervous work. The Author found it customary on these steamers to fasten down the safety-valve. His first precaution on going on board was always to visit the engine-room, put this important valve in working order, and explain its use to the engineers. Their objection to the safety-valve was that, unless they secured it, the steam escaped and was wasted."

Whether Mr Furniss Potter was fluent in Japanese or worked through an interpreter is unclear but he was, presumably, a forceful character. He goes on to say:

"An inspector has, however, been recently appointed by the Government, whose duty is to examine all the engines at Otzu, and to lock the safety-valves so that they cannot be tampered with by the men in charge."

(Otzu is at the southern end of the lake, near Kyoto).

 

 

Council to fund turbine security                     

 

Civic chiefs have agreed to put up cash to improve security at a dilapidated building which houses a pair of unique turbines which once powered a Bishopstoke mill. The Armfield turbines - believed to be the only ones of their type still surviving in the UK - are housed in a dilapidated corrugated iron building above the River Itchen on the corner of Riverside and Bishopstoke Road.

Plans to display the restored machinery in a new building at the Shears Road site, owned by Eastleigh Council, floundered when a bid for cash from the Heritage Lottery Fund failed four years ago.

Now, Bishopstoke Parish Council has stepped forward in a bid to spearhead a fresh effort to get the old and historically valuable turbines back in working order.

(with help from the Hampshire Mills Group, of course!)

 

Weekend windmill course in Lincolnshire with Lindum Heritage - Angela Smith

Nigel and I attended a splendid weekend course towards the end of October which was based in Lincoln (hotel beside the Cathedral) where, in all, eight windmills were visited. It was run by Lindum Heritage, which organises mainly 'real' archaeology breaks, excavations and medieval studies. The 2006 windmill weekend is 27 - 29 October and costs £235 pp, sharing a twin/double room at the Lincoln Hotel (or £145 if you arrange your own accommodation). Other 2006 courses include Hidden Churches and Chapels, Heritage Photography, Painting Historic Buildings and Discover Historic Lincoln. The telephone is 01522 851388, address for brochure Lindum Heritage, 7 Ridgeway, Nettleham, Lincoln, LN2 2TL and the website is www.lindumheritage.co.uk. They can also organise tailor-made weekends for groups or societies for up to 15 people, including those in the brochure. Oh, and I forgot to mention that most mills had a teashop, and cake and tea were included in the price!

 

 

NEWS SNIPPETS collated by Rodney Hall

[Contributor‘s note: These 2 fundings are in advance of the UNESCO decision on granting World Heritage Site status to the mining area. Recent visits to two sites in the Derwent Valley World Heritage Site in Derbyshire have elicited an observation that funding has been significantly reduced since the granting of World Heritage status. Whether this downturn is temporary or permanent in Derbyshire, and whether the same happens in Cornwall, remains to be seen.]

 

(From Down to Earth, a geological paper")  

Talk to most people about lead mining in England and almost the last place they'll mention is Shropshire. Yet Snailbeach and the surrounding area, close to Shelve, just to the west of Church Stretton, was the richest lead mining area in the country. The mines here were really rich and, even in the last 10 years whilst the mine tips were being flattened, there was a lump of Galena weighing in at over 5kg - and that was on the waste tips!

A recent visit to Snailbeach, now a popular tourist attraction, revealed not only a pleasant tourist site, with the chance to collect from spoil tips, but also members of the Shropshire Caving and Mining Club, who were giving guided tours of the surface and also a brief glimpse into the once deep and extensive underground workings.

Guided tours are only available on Bank Holidays and on certain weekends. To check whether there will be anyone on site, you should ring Shropshire County Council’s countryside service on 01743 255053 or 791984.

 

 

 

Battersea Power Station chimneys to be rebuilt

Not exactly in our area, but a prominent landmark if you travel to Waterloo Station from Hampshire. It has been found that the four chimneys of the Grade II listed structure are suffering from chloride corrosion of the reinforcement, causing chunks of concrete to fall off which is posing a risk to contractors working below. The building is undergoing a £1bn redevelopment to create a leisure and retail complex.

Trial repairs over the past two years have proved unsuccessful, so the only option left was to demolish the chimneys and rebuild. A Planning Application went in to Wandsworth Borough Council in July which was approved in mid-October. The developer's original plan was to demolish each chimney, starting in the spring of 2006 and taking from 3 to 4 months each, by chipping away from the top using hand-held equipment. The new chimneys would be rebuilt using traditional shuttering and insitu concrete to look exactly the same as the originals. They now hope that bidders for the demolition job can come up with a solution to take each tower down in one piece and complete the work by the end of 2006.

But listed buildings guardians, the 20th Century Society and World Monuments Fund are opposed to the demolition and have criticised as inadequate the developer's efforts to repair the chimneys. The WMF has written to the Office of the Deputy Prime Minister requesting the plans to be called in for a public enquiry.                              

 

(from New Civil Engineer, 28 July and 20 October 2005)

 

Update on the Nomadic

In the Maritime Projects column, June 2005 'Focus', mention was made of the former White Star Line's tender 'SS Nomadic', which was rusting away in Le Havre, and of an attempt by the French Titanic Society to raise money to save her from the scrapyard with the intention of restoring her and basing her at Monaco. A Belfast-based organisation, 'Belfast Industrial Heritage Ltd', has launched its own campaign to purchase the tender.

 

This item appeared on HIAS's website and Carol has received e-mails from Philippe Delaunoy in Belgium supplying the latest information. He is in touch with BIH and Belfast City Council who, together, are hoping to return the 'Nomadic' to the city where she was built by Harland & Wolff in 1911. At the November auction in Paris the vessel failed to meet its reserve price of ¤500,000, and another auction will be held on January 26th where the reserve is now ¤250,000 (currently about £175,000). If she fails to sell this time, she will probably be sold for scrap. The BIH is looking for promises to buy £250 shares in her to raise enough capital to purchase her and, if she can be returned to Belfast, they are looking at applying to the HLF for funds to restore her at H&W. The venture is headed by David Scott Beddard and John White, who have e-mails of johnWSM401@aol.com or dscottbeddard@aol,com. Unfortunately no postal address is given but, should anyone without internet access be interested in this venture, Carol can make enquiries.

 

 

Piers in trouble

Boscombe Pier was shut to the public on October 31st and will not reopen until the spring of 2007. The council says the boardwalk wood and joists are rotten and some barriers are loose. Plans for an £8m development of Boscombe seafront, which will include renovation of the pier, were agreed in September.

 

Meanwhile, arson was suspected for the massive blaze which destroyed part of Southend Pier on October 9th. Several buildings, including a pub and railway station, collapsed into the water taking part of the wooden floor with them. The iron structure remains intact. The fire was at the end of the pier, about a mile from the shore, and initial efforts to extinguish it were hampered by the low tide which meant that the pier's water pumps could not be used. Fire crews either walked the length of the pier or used the train, and four RNLI crews ferried the firefighters to different parts. The council plans to rebuild the pier, even though it could cost millions of pounds.

 

 

HLF application by Itchen Navigation                               www.hwt.org.uk/itchen.htm

A request for just under £2m has been sent to the Heritage Lottery Fund to preserve the Itchen Navigation for the next century. The application was submitted to the HLF in September for a two stage project. Stage One is the Project development, for which £130k has been requested for detailed river engineering design work to be produced in preparation for preserving the Navigation. HLF will announce by March is they are successful. Stage Two is Project implementation for which £1.9m has been requested for engineering work, enhancing wildlife habitats and historic assets. If successful, the award would be made by March 2007.

(from Itchen Navigation News, the newsletter of the Itchen Navigation Project)

 

 

Tail-enders . . . . . . .

 

Spitbank Fort: In 'Focus' 64 the Grade II listed Solent fort was reported for sale at £½m. It was sold in the summer to three Hampshire businessmen for a sum "near the asking price" and the purchasers plan to continue its current use as an entertainment venue for corporate events, weddings and private parties.

Reading lido revamp: The recently-listed Grade II lido at King's Meadow could be transformed into a cafe, shops or changing rooms as part of a major redevelopment at Reading's Caversham Lock area, which also includes plans for a riverside theatre to replace the Hexagon venue at Hill's Meadow. The Borough Council rubberstamped a draft development brief and the plans were going to a public consultation.

Reading museum reopens: Reading University's Museum of English Rural Life has re-opened after an £11m revamp. Benefactors were given a first look around the new building on November 14th by attending a ceremony which saw the unveiling of a donor's board and a bound book listing individual and group contributors.

’Horror‘ barn conversion warning: Britain's historic farm buildings are under threat from disuse, dereliction and 'horror' conversions, English Heritage is warning. In a joint report with the Countryside Agency, EH says there is pressure on buildings such as barns, hop kilns, dovecotes and stables. The report found 7·4% of listed farm buildings were in a severe state. It would take £30m to repair these buildings and many more are in danger.

Coldharbour Mill: from the Chairman's Letter in the summer 2005 newsletter of 'Friends of Coldharbour Mill', via Roger Hedge. "The water wheel restoration is now complete and it is a magnificent sight to see that huge wheel turning and we, the Friends, must take pride in the fact that we contributed considerably to that most worthwhile project. Do come and see it."

Cliff Railway saved: Torbay‘s 79-year-old Babbacombe Cliff Railway has been saved from the threat of closure by a £½m rescue package funded by the local council. In the past two years the line has suffered a series of closures caused by technical problems and there were fears that owner Torbay Borough Council, which has run the line since the 1930s, might close it. The overhaul scheme will take four years to complete. Local traders and business people said the line was vital to Babbacombe‘s economy. ('Heritage Railway', August 2005)

 

 . . . and finally

They don‘t always get it quite right!: Short piece in the 'Southern Daily Echo' of August 11th to publicise the Open Day at Twyford Waterworks on the following weekend - "A chance to see one of the UK's last working steam-powered waterwheels is on offer . . .". Now, that would be worth seeing!